Rail-joint



G. l. MURPHY.

RAIL lOINT IORNEYS Patented Jan. 18,1921.

I 4 SHEETS-SHEET 2.

G. I. MURPHY.

RAlL Jouw APPLICATION FILED FEB. 4, I92U.

l/V VEN TUI? G L/ MURPHY A TTORNEYS G. l. MURPHY.

n RAILV Jom l PucArloN FILED ma. 4. 1920. Patented Jan. if?

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RAIL IOINT APPLxc'ATIoN man FEB. 4, 1920A Patented Jan. 18, 1921.

4 SHEETS-*SHEET 4s ATTORNEYS UNlTED GEORGE JOSEPH MURPHY, 0F BARADERO, BUENOS AIRES, ARGENTINA,

BAIL-JOINT.

Application led February 4, 1920.

My invention relates to rail joints and more particularly to a joint involving overlapped rail ends, the general objectof the invention being to provide novel joint elements to insurethe free expansion and con` traction of the rails under changes ottemperature, and the maintaining automatifgaally of the joint bolts at right angles to the rails without straining the bolts, well as the forming of a rail joint mechanically strong to resist both vertical and lateral strain under all load conditions and to prevent jars or shocks as the car passes over the joint.

The stated objects and others as will apear are attained by the novel features ihereinafter particularly described and claimed, important features being the provision of an equalizing element at joint which materially aids in maintaining the joint elements in proper alinement irrespective of the expansion and contraction, a novel form of the overlapping rail ends, and means to insure the free relatively longitudinal movement of the joint elements without undue friction.

Reference is to be had to the accompanying drawings forming a part of this specifcation, it being understood that the drawings are merely illustrative of practical ex am les of the invention.

Figure 1 is a plan view of a portion of a railway track embodying my improved joint; l

Fig. 2 is a Side elevation thereof;

Fig. 3 is a horizontal section;

Fig. 4 is an inner face view of one of the overlapping rail ends; I

Fig. 5 is an inner face view of the other overlapping rail end;

Fig. 6 is a transverse vertical section on the line G-6, Fig. 1; s

Fig. 7 is a transverse vertical section on the line 7-7, Fig. l;

Fi 8 is a transverse vertical section on the line 8 8, Fig. 4; I

Fig. 9 is a transverse vertical section through a modified form of my joint 1n a Speeieation of Letters Patent.

Patented J an. 18, 1921.

Serial No. 356,282.

plane corresponding with the line 9 9, Fig. 12;

Fig. 10 is a fragmentary view of the end portion of the equalizing bar, the view showing the innerl face of said bar;

`1g. 11 is a cross section on the line 1li-11, Fig. 10;

Fig. 12 is a view similar to Fig. 3 but showing a modified form of my invention;

Fig. 13 is a longitudinal vertical section on the line 13-13, Fig. 12;

Fig. 14 is an inner face view of the equalizing bar with anti-friction elements, hereinafter referred to, in position thereon;

Fig. 15 is a perspective view of one of the anti-friction elements employed in the modifiefl forni shown iii Figs. 12 to 14.

1n carrying out my invention in accordance with the illust-rated example, the track rails 10 are rabbeted, the i'abbet being indirated by the numeral 11, so that the meeting ends of the adjacent rails will present overlapping extensions 12, the base or inner portion of the extension on each rail including a short Zone 13, the full height of the rail tread, while the major portion of the extension is of reduced height to lie beneath the head of the adjacent rail. Each extension 12- has the flange 14 thereof widened beyond the remaining portion of the rail flange to strengthen the extension and pro vide ample base support therefor and the web of the rail has increased thickness as at 15, the increased thickness extending throughout the extension 12 and along the body of the trail a substantial distance adjacentto the extension. The extension 12 has the end 12EL thereof tapered. Those track rails 10 whose extensions 12 overlap at the inside of the track are formed with round transverse bolt holes 16 in the extension 12 thereof and also in the body of the rail adje-"ent to the extension as clearly shown in Figs. 3 and 4,'while those rails 10, the extensions of which overlap at the outside of the track are formed with oval bolt holes 17 in the extension 12 of said rail and in the body adjacent to said extension, the holes 16, 17 registering when the rail ends are overlapped in order to receive transverse bolts 18 having nuts 19. Vith the rabbeted rail ends overlapped and secured by the bolts 18, the overlapping extensions 12 constitute in effect integral fishplates. The bolts 18 pass also through holes 20 in an equalizing plate 20 provided in accordance with my invention at the outside of each rail of the track and crossing the oint thereof, said plate being disposed along the webs of the track rails beneath the rail heads between the saine and the rail flanges, the holes 23 as seen in Fig. 10 having a notch 23a at a side thereof to receive the rib 18 on a bolt 18 adjacent to the bolt head to prevent turning of the bolt. In addition to being engaged by the bolts 18, the equalizing plate 20 is rigidly secured at one end to one track rail and overlaps the adjacent rail and its extension at the outside, said overlapped end being free and unsecured. For securely fastening the one end of the equalizing plate 20, said end is thickened as at 21 and offset laterally inward from the body of said plate so that the thickened end lies snugly against the opposed web. of the rail to which it is secured as best seen in lfig. 3. Said thickened end 21 of the equalizing plate is provided at its inner face with a stud 22 received in a corresponding recess 22a in the web of the adjacent rail 10. Also, said thickened end 21 is formed with a transverse bolt hole 23 registering with a bolt hole 23a in the track rail, said holes receiving a bolt 2a having a nut 25, said bolt and the stud 22 thus firmly holding the equalizing bar against displacement in any direction relatively to the rail to which it is secured. The bolt 211 is prevented from turning by forming a longitudinal rib 24a thereon adjacent to the bolt head,

ythe said rib being accommodated in a notch 28arat a side of the bolt hole 23. Means is provided at the inner face of the equalizing plate between the same and the overlapped outer rail end to reduce the friction when the parts move relatively in response to eX- pansion and contraction of the rails. The anti-friction means in the Jform ot the inA vention illustrated in Figs. 1 to 7 includes the following: The equa-lining plate 20 tor its major portion is recessed at the inner face as at 26, thereby presenting upper' and lower inwardly directed ianges .26a and in said recess between said flanges vertical antifriction rollers 27 are disposed so that tl c rollers may roll on the inner surface ot the equalizing bar and the opposed outer surface of the extension of the adjacent oven lapped rail end, that is to say, against the thickened web portion 15. In the form ot the invention shown in Fig. 9 and Figs. 12 to 15, the adjacent rail ends 1021 have rabbets 11a, overlapping extensions 12", and Zones 13)al corresponding essentially with the features 11, 12 and 13, said extensions having widened base flanges 14a and said rails 10a having thickened webs 15", these tea tures corresponding with the features 14,15. Bolts 18 are also employed and an equalizing plate 20c. With a View to present the minimum contact surface between the expansion plate 2Oc and the adjacent overlapped outer rail extension 12h and thercb \v reduce the area liable to rust and binding` tendency pairs ot longitudinally ranging bars are provided, there beinga pair nl' anti-friction bars 20" on the outer rail llll and its extension 12" and an opposed pair of anti-t`riction bars 2T on thc edualizing plate 20C. Said bars have at their ends lat"- eral studs 2i received in eorrcspoiuiliug recesses formed respectively in the outer i ai'. ot the rail and in the equalizing pla c 20" Thus, the respective pairs ol :u1ti-lriction bars are disposed back to baci; in irictional engagement. Said anti-ti'ictionl ars are par tially let into the opposed Vfaces o'l the cx tension 12" and equalizing plate 20 by torni ing shallow longitudinal grooves 12, 2G" in said extension and equaliming plate. For securing the cdualiizina' plaie 2li" al' one end to a rail 10, the oi'l'set end 2l of said plat has its stud 22"L termed oval in cross section as best seen in Fig. Q3, said stud cilieiwifc corresponding with the stud 22 in being re ceived in a recess 23" in the rail web. lu stead of a bolt 2i; as in Figs. 1 to the end a .stud 21;" integral lwrewith. the end of said stud being reduced and threaded as at 2de to receive the nut 25". said stud 2l being oval in cross section. Also, the equal` izing plate 2OC in addition to receiving the bolts 1S at that end opposite the end 2l if` provided with un inwardly directed integral stud 2S extending through an oval or equivalent elongatcd hole in the outer ruil lll, said stud 2S having a reduced threaded cud 2H passing through a round hele in the exten sion 12" ot the adjacent overlapping rail. Thus, it will be seen that the expansion plate 2OC is rigidly secured at both ends to th;l same rail 10, that is to say, to the body nl' said rail und to the extension 2"v thereof.

lilith the described construction the outer iferlapping rail ends, by reason ol the omi bolt holes therein, are Vl'ree to move lengt tudinally relatively to the :aliment inner verlapping rail ends and rela-` ly to tin` equalizing plate 2O or 20C, and with thrde scribed anti-friction means the joint infr bers are maintained iu alincment and under proper pressure with the minimum Afriction and without straining oit the bolts or other parts under the expansion and contrmtion ot the rails. Also, the described structurel minimizes the possibility ot injury` to the rail ends and discomfort to railway passenu gers by the depression et the near rail cud by an aproaching` train relative/l)v to the liar rail end, because of the tapered ends l2 oi" the rail extensions 12; this will be elcur when considering the :tact that with the depression of a rail end by an approaching car wheel. and the rebound of the same under the springiness oit the earth and the elasticity: of the rail, the opposed `ail end is caused Ylilo lli also to rebound, the extreme end of thel extension of the de ressed rail acting by its backlash on the a jacent rail end and therefore the tapering of the rail ends reduces the backlash to a `minimum by shortening the arm represented by the rebounding eX- tension.

The making of the anti-friction bars 27, 27 separate from the rails and equalizing plates prevents damage to said anti-friction bars in transit before installation `while the form of the anti-friction bars and the provision for their seating facilitates the installation.

It should be mentioned that at'the junction of the rail head and a zone 18 as well as at the under side of said zone adjacent to the extension, the merging surfaces are curved as at 13", 13C, (see Fig. 4) in order to avoid sharp corners which develop weakness in the rail.

I would state in conclusion that while the illustrated examples constitute practical embodiments of my invention, I do not limit myself strictly to the mechanical details herein illustrated, since manifestly the same can be considerably varied without departure from the spirit of the invention as delined in the appended claims.

Having thus described my invention, I claim:

1. In a railway joint, rabbeted rail ends presenting overlapping extensions having bolt holes therein, and transverse bolts passing through said extensions, the one set of bolts holes presenting clearance spaces for the longitudinal movement of the rail end relatively to the bolts; together with an expansion plate secured to one rail end adjacent to the extension thereof and overlapping the other extension.

2. A railway joint having rabbeted rail ends presenting overlapping extensions having bolt holes therein, transverse bolts passing through said extensions, the outer oveI'-, lapping extension having the bolt holes therein of a size to present clearance spaces for the longitudinal movement of that rail end relativel to the bolts, and an expansion member rigid with one rail end and overlapping the other rail end at the outside thereof..

3. A. railway joint having rabbeted rail ends presenting overlapping extensions having bolt holes therein, transverse bolts passing through said extensions, the outer overlapping extension having the bolt holes therein of a size to present clearance spaces for the longitudinal movement of that rail end relatively to the bolts, and an expansion member rigid with one rail end and overlapping the other rail end at the outside thereof; together with anti-friction elements between the opposed faces of said expansion plate and the adjacent overlapped extension.

4. In a railway joint, rabbetted rail ends the rails and the outer ends of the eXtensions being tapered, said extensions having base flanges of a width increased beyond that of the normal flanges of the rails.

5. In a railway joint, rabbeted rail ends presenting overlapping extensions having registering bolt holes therein and bolts adapted to be passed through said holes, said extensions adjacent to the inner ends thereof being of a height to present tread surfaces alining with the treads of the bodies of the rails, there being curved surfaces at the back of said zones at the top and at the front of said zones at the bottom, the bolt -holes of one extension presenting clearance spaces for the longitudinal movement of said extension relatively to the bolts.

6. In a railway joint, overlapping rail ends having registering bolt holes, and a sep--` arate expansion plate rigidly secured to the one rail end and spaced therefrom to accommodate the other overlapping rail end; together with bolts passing through the over lapping rail ends and through said expansion plate, the bolt holes in that overlapping rail end adjacent to the expansion `plate presenting clearance spaces for the free longitudinal movement of said overlapping ends relatively to the other rail ends and relatively to the expansion plate and bolts.

T. In a railway joint, overlapping rail ends presenting extensions having registering bolt holes, a separate expansion plate, means to rigidly and detachably secure both ends of said expansion plate to one rail end and spaced therefrom to accommodate the other rail end, and bolts passing through said bolt holes and through said expansion plate, the one overlapping rail end having the bolt holes thereof presenting clearance spaces for the free longitudinal movement of said rail end relatively to the other rail end and to the expansion plate.

8. In a railway joint, overlapping rail ends, and a separate expansion plate overlapping the outer rail ends, and bolts passing through said overlapped rail ends and through said expansion plate; together with means to secure the expansion plate rigidly to one rail end, said means including a stud on the ex ansion plate accommodated in a recess in t e rail end to which the expansion plate is secured as well as means adjacent to said stud to clamp the expansion plate in position.

9. In a railway joint, overlapping rail ends, an expansion plate rigid with one rail and overlapping the other rail, said eXpansion plate being recessed in its inner` face presenting inwardly directed upper and lower flanges, anti-friction rollers extending into said space of the expansion plate between the flanges thereof to bear against said expansion plate and the opposed overlapped surface of the adjacent overlapped end and bolts passing through said overlapped ends www and said expansion plate, the one rail end 10 being adapted to have longitudinal move ment relatively to the other rail end and to the expansion plate under the expansion and contraction of the rails.

GEORGE JOSEPH MURPHY. Witnesses:

RODOLFO RAMREZ, STEWART SKIFF. 

